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Germany 1
Germany 2
Germany 3
Germany 4
Germany 5


Gottlieb Daimler 1
Gottlieb Daimler 2
Gottlieb Daimler 3
Gottlieb Daimler 4
Gottlieb Daimler 5
Gottlieb Daimler 6
Gottlieb Daimler 7

Daimlers first engine
Wilhelm Maybach
Museum 1
Museum 2
Museum 3
Museum 4
Museum 5
Museum 6

Karl Benz (1)
Karl Benz (2)
Alfred Neubauer

Shareholder Value 1
Shareholder Value 2
Shareholder Value 3

2015 C-Class Coupé
2015 CLA 4 MATIC
2015 GLC
2015 GLC Coupé
2015 GLE
2015 F 015
2014 Arocs
2014 Engine OM 471
2014 S-Class Maybach
2014 CLA Shooting Brake
2014 Vision G-Code SUC
2014 B-Class
2014 S-Class PI hybrid
2014 Future Truck 2025
2014 AMG GT
2014 Auton. Highway Truck
2014 Vito
2014 CLS
2014 C-Class T-model
2014 SUV-Coupé
2014 S-Class Coupe
2014 V-Class
2014 C production
2014 C-Class
2013 Setra S 500 HD
2013 E Coupe/Cabrio
2013 E-Class
2013 S-Class
2013 CLA-Class
2013 GLA-Class
2013 Atego
2012 420 GL
2012 Citan
2012 SL-Class
2012 E-Smart
2012 A-Class
2012 A-Class Engine
2011 C-Class Coupe
2011 ML-Class
2011 CLS-Class
2011 SLK-Class
2011 B-Class
2011 Actros
2010 E-Smart
2009 SLS AMG
Test SLS
2009 E-Class Coupe
2009 E-Class
2009 Diesel Engine
2008 SL-Model
2007 F 700 DiesOtto
2007 C-Class
2006 CL-Class
2006 GL-Model
2006 Sprinter (2)
2006 E-class facelift
2005 S 4-matic Autom.
2005 SCR Catalyst
2005 M-Class
2005 S-Class
2005 B-class
2004 SLK-Class
2004 CLS-Class
2004 A-Class
2004 SLR McLaren
2004 Smart ForFour
2003 Maybach
2003 Smart Roadster
2003 Maybach 57
2003 W 211 SBC-Brake
2003 Vito
2002 CLK-Class
2002 E-Class
2002 Smart Crossblade
2001 SL-Class
2001 SL slid. pictures
2001 Axor
2000 Unimog
1999 CL
1998 A-Class
1998 Smart Drive 1
1998 Smart Drive 2
1998 Atego
1997 M-Class
1996 SLK-class
1996 Racing Engine
1996 Actros
1996 Vario
1995 E-Class Engine
1993 C-Class
1991 S-Class
1989 SL (R 129)
1988 190 (W 102)
1984 W 124
1983 190 E 2,3-16
1982 190 (W 102)
1979 W126/220
1979 G-modell
1975 450 SEL 6,9
1975 W 123
1973 New Generation
1971 Motor 280
1971 300 SEL 6,8 AMG
1971 SL (W107)
1969 C 111
1969 /8 Coupe
1969 O 305
1968 /8
1967 L 408
1967 280 SE Cabrio/Coupe
1965 200
1965 LP 608
1963 600
1963 230 SL
1963 L 1113
1961 W 111/112 Cabrio/Coupe
1961 300 SE
1961 190
1959 180 b
1959 220
1958 220 SE
1959 LAK 334
1958 LP 333
1957 300 SL Roadster
1956 300 Sc
1956 L319
1956 220 Cabrio
1956 190
1956 220 S
1956 L 406
1956 Unimog 411
1955 190 SL
1955 Uhlenhaut Coupe
1954 300 SL 1
1954 300 SL 2
1954 O 321
1954 W 196
1954 Racing-Car Transporter
1953 180
1953 180 handbook
1952 W 194
1951 300 S
1950 L 6600
1949 O 3500
1949 170 V
1949 170 V technology
1949 Unimog
1949 L 3500
1949 L 3250
1945 L 4500
1945 L 701
1940 T 80
1941 DB 603A
1938 W 154
1938 Streamlined Car
1937 Aircraft Engine 601
1937 O 10000
1936 260 D
1936 170 H
1936 290 Convertible
1935 O 2600
1935 L 6500
1934 W 25
1934 540 K
1934 Wind tunnel
1934 130 H
1932 Lo 2000
1931 170
1930 Chassis 770
1929 710 SS
1927 12/55
1927 SSK
1926 8/38
1924 28/95
1923 10/40/65 PS
1918 Sport
1914 GP Racing Car
1912 Benz Truck
1912 Benz 8/20
1909 Blitzen Benz
1905 Daimler Simplex
1902 Daimler Simplex
1900 Daimler Phoenix
1899 First Flat-engine
1899 Daimler Lkw
1898 Daimler Lkw
1897 Contramotor
1897 Twin Engine
1896 Daimler Lkw
1896 First truck
1894 Daimler four-cylinder
1893 Benz Viktoria
1889 Stahlradwagen
1886 First V-engine
1887 Motor Coach
1886 Threewheeler
1885 Motorcycle
Car data

Mercedes 170 V - technology

The engine is pre-war and carries the description 'SV'. This had a decisive influence on it's appearance. No slender cylinder-block, but below, on the side, the camshaft. Above that were the (standng) valves with the valve-heads on top, between them were the exhaust- and the inlet ports, the latter were even brought together in pairs.

Basically, the cylinder head seals up the combustion chambers at the top. However, because that's where it is hottest, it also has a cleft space for the coolant, which from the back to the front, increases the higher it gets. In the past, that was a sure sign of a heat circulation cooling, the 170V however, has a fan, a thermostat and a water pump.

Because the standing side-valves are joined to the combustion area, the result is a very unfavourable combustion area, which is stretched out to the side. Accordingly, the cylinder gasket doesn't have the perfectly round, sometimes metal-framed cut-outs but incorporates the area for the two valves as well. Actually, as far as the engine control is concerned, it could have been built somewhat lower in height.

Indeed, this is not the case. In the cylinder head, favourable for the stress factor, are long connecting rods and relatively long pistons. They have, probably for thermal reasons, the shaft separated from the floor and the piston ring surface. Somewhat different from todays, it also has three compression rings and an oil ring. The con-rod is joined to a three-bearing crankshaft.

The power-or torque delivery side is called the flywheel side, but unusual for us today, the opposite side was called the 'crankside'. Apart from that, counter-balancing did exist, indeed they were somewhat rudimentary. The central main bearing is the fitting bearing, thus it takes care of the axial guidance of the crankshaft. On the crankside, there were also the drive gear for the camshaft and the belt pulley-wheel for the fan/waterpump and the generator.

The camshaft itself is not particularly exciting. Apart from the large drive gear from the direct drive through the crankshaft, it also has a smaller gear for the distributor/oil pump. Otherwise, it has three bearungs. An SV-engine is actually very compact.

The same goes for the carburettor, although the intake is through a long, conspicious pipe, to dampen the intake sound, the mixture is delivered upwards. Thus, it is described as an 'updraft-carburettor', typical for SV-engines. At the top there is the long pipe of the service-intensive wet air-filter. Although the float-chamber is nothing special, the number of adjustment possibilities are.

Due to the fact that every spring and every autumn the oil was changed anyhow, one took the opportunity to alter the starter-jets at the the same time. For the running-in period there was a throttle screw in the inflow to the float chamber. This procedure was called 'plumbing'. Only the workshop could reverse the action. They could officially end the running-in phase within the inspections, which we don't have any more today.

There were even carburettors with a fuel saving mode. It's not clear, whether one could order this when buying a new car. There was also a type of bi-metal spring, for the controlling of the intake air pre-heating. Nevertheless, we're speaking here of a single carburettor, which filled every possible corner of the combustion chamber with the mixture. Thus, there were plenty of opportunities for improving the performance.

The DC-generator, named after it's main task, was called the 'dynamo'. It apparently produced such a low performance, that it could be pretty much sealed. It was a 6-V system and it's regulator was built-in. The starter did not have a solenoid, which was probably not missed much by the drivers. The starter-pinion was brought into position by a Bowden-cable, then the current was switched on.

Only when fitting a radio, the ignition offered only a few special measures. Apart from that, not even an ignition adjustment for higher revs was present. At least at the other end of the drive shaft, the suction inlet of the oil pump dipped deep into the sump of the voluminous oil bath. The suction path to the gear pump was kept short.

With that, we've finished with the engine. The clutch, with the, at that time usual, coil springs, showed no special features. Neither did the gearbox, in which, normal in upper range cars, all four forward gears were synchronized. Only the position of the gear-lever, far in front of the driver's seat, made a long, curved shaft necessary.

The pedals have bearings at the bottom, there where dampness and dirt could gather. At least the accelerator pedal could be operated through an accelerator adjustment, almost like a type of early cruise control. An interesting feature was, that a towing hitch could also be ordered. At this point, we can turn to the chassis and suspension.

The front suspension with it's two transverse, one over the other mounted leaf-springs, doesn't concern us much. The rear axle however, does. Did you know, that the dual-joint swinging axle was a special feature of the VW-Beetle?, and that exactly at this time, under pressure from the Nazi-government, Mercedes was given the task of producing 30 of these cars.

You can read more about the Mercedes-rear engine here und here.

In trials, an air-cooled boxer engine was even run, but already 1931.

Certainly, a torsion bar suspension does not appear in any Mercedes, but have a look at the rear-engined models of that time. All the same, at the rear, coil springs were used and to round off the history, they pretty soon changed over to the single joint-swinging axle, later on, even with a particularly low joining point.

Now, there's not much left. Kingpins would, for a long time, still be the standard technology, the same as tie-rods of differing lengths. All that's actually still worth mentioning, are the two universal joints in the drive shaft. The connecting part is not really a universal joint at all but a ring with four openings, into which the reduced joint-forks, each with two connecting bearings are mounted in the inside.

The rest can be dealt with quite quickly. Simplex drum-brakes front and rear and single circuit hydraulics with the usual Bowden cables to the rear for the hand-brake. The somewhat course Ross-steering was not particularly subtle. Worth mentioning, is the steering lock, which at that time, was only found in the more expensive cars. Indicator arms were still the standard and knowledge about the electrical system was not necessary to be able to keep this car running.

The next model, in the period after the war, pointed to the turning away from the chassis and the coachwork being separate. The wide mudguards then disappeared and the so-called pontoon body enabled a larger and more airy interior. 08/13